Internal-combustion engine.



G. E. WHEELER.

INTERNAL COMBUSTION ENGINE.

APPLICATLON FILED IULY 20.1911.

Batent-ed Oct. 10, 1916.

3 SHEETS-SHEET 1.

Gl E.. WHEELER.

INTERNAL COMBUSTION ENGINE. I

APPLICATION FILED JULY zo. wn.

3 SHEETS-SHEET 2.

G. F. WHEELER.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED IULY 20.19II.

Patented Oct. I0, 1916.

3 SHEETS-SHEET 3.

GEORGE FREDERICK WHEELER, 0F BELOIT, WISCONSIN.

INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

Patented Oct. 10, 1916.

Application led July 20, 1911.` vSerial No. 639,527.

To all whom -z't may concern Be it known that I, GEORGE a citizenof the United States, residing at Beloit, county of Rock, State of Wisconsin, have made a certain new and useful Invention in Internal-Combustion Engines, of which the following is a specification.

This invention relates to internal combus,

bon oil may be employed as the fuel, while avoiding the objections and defects usually ncountered in the use of such character of uel.

Other and specific objects of the invention will appear more fully hereinafter.

The invention consists" substantially in the construction, combination, location, and relative arrangement of parts, all as will be more fully hereinafter set forth, as shown in the accompanying drawings, and inally pointed out in the appended claims. A

In the accompanying drawings, Figure 1 is a view in side elevation of an internal combustion engine embodying the principles of my invention. Fig. 2 is a view in vertical central longitudinal section of the same. Fig. 3 is a View in transverse. section on the line 7, 7, Fig. 1, looking in the direction of the arrows, showing the air intake valve, and its operating connections. Fig.` 4c isa broken detail view in horizontal longitudinal section through the cylinder showing an arrangement of auxiliary exhaust valve.

The'same part is designated by the same reference numeral wherever it occurs throughout the several views.

It is among the special purposes of my present invention to provide a construction of two cycle internal. combustion engines, with the various parts thereof arranged similarly to the corresponding parts of highspeed center-crank or side crank steam engines, whereby I am enabled to avoid sidethrust effects and uneven wear of the piston working within the cylinder, and I am enabled to employ a piston having a loose it within the cylinder, while at the same time utilizing the piston action to eEect the in- F. WHEELER,

take, the compression and transfer of atmospherlc air, employing, for such purpose, an alr-box or reservoir formed within the base of the engine frame-work, and from which the transfer is effected into the cylinder, not only to cool and scavenge the working part of the cylinder but also to combine with water and the hydro-carbon fuel, to form the explosive charge for driving the piston. In this manner I am enabled to eliminate the crank case, and crank case compression, which is a common feature with engines of this type, but which materially reduces the `working efficiency of the engine.

These are among the special purposes and objects of my invention and, together with other objects and purposes more or less subsidiary thereto, but in conjunction and cooperation therewith they are accomplished in a most eiicient manner inthe construction which I have shown, and will now describe, of an operative embodiment of means for carrying out the principles of my invention.

While I have shown and will now describe one form of mechanism for accomplishing my objects and purposes, I wish it to be understood that my invention, in its broadest scope, as defined lin the claims, is not to be limited or restricted to thedetails ofv structure shown, as many variations in such details, and in-the relations and arrangements of parts, might readily occur to persons skilled in the art and still fall within the spirit and scope of my invention.

In the drawing A, designates the cylinder head or dome providing an interior chamber within which the explosion of the charge offuel takes place; B, isa cylinder; C, the air box; D, the guide for the cross-head E;

L, the piston; K, the piston rod; 66 the cross-head pin for connecting the cross-head E, to the connecting rod F; H, the crank on the crank shaft a; G, the box for connecting the connecting rod F, to the crank; J, the main bed for supporting` the englne; and B the fly or balance wheel.

The'crank shaft a is journaled in suitable bearings formed in standards of the main frame or bed, and the connectingrod F isv coupled or connected to` the crank H of shaft a., by means of the box G, in the usual, f

or in any ordinary 'or convenient manner. The connecting rod F, is coupled by means of the pin 66, or in any other convenient manner to the cross-head E, which is mounted to slide in the guide D,`to which cross head the piston rod K, is connected at one end. The opposite end of the piston rod operates through a stufling box or packing j gland 68, and is connected in any suitable of the piston, at a point opposite the air or convenient manner to the piston L, to reciprocate the latter in the cylinder' B. It will be observed that the connecting rod, crosshead and piston rod attached to the piston working in the cylinder, correspond in their general arrangement and method of operation to the similar parts employed in high-speed center-crank engines.

The cylinder B, is mounted upon a casing the interior of which forms what I shall term the air-box C, the cylinder resting upon the air-box casing as a base. This airbox is provided with an air-intake connection lV, controlled by an outwardly seating valve 71, see Fig. 3, the stem 72, of which projects through the casing or intake connection IV, a spring 69 being arranged to bear against the casing or wall of the intake connection IV, and against a collar 73, adljustably mounted on the end thereof, whereby the tension of said spring is exerted to normally maintain the valve 71 seated. The

`valve is unsated by the suction action of the piston. If desired, the rod 72, of valve 71, may be provided with a head 74 with which cooperates a cam projection 7 5, on a cam shaft Q, so that said valve may be positively opened, periodically. In the proper timing of the engine however, the mechanical opening operation coincides with the suction action of the piston in effecting the automatic opening or unseating of the valve. Formed on top of the cylinder is a transfer box Y, with which communicates the airbox C, by means of suitable communicating passages. The transfer box Y, communicates with the interior of the cylinder at a point in front of the piston, when the latter is in the limit of its inward stroke, through a 'port 26, whereby at the proper point in the cycle of operation of the engine, the piston L, uncovers the port 26, thereby permitting the air compressed into the air-box C,to pass therefrom and through the transfer box Y, and port 26, into the interior of the cylinder in front of the piston. tially opposite the air port 26, are the ex- At a point in the cylinder substanhaust ports 27, and formed on the front end inlet port 26, when uncovered, is the baffle surface N.

The operation. of they parts so far described is as follows z-During the outstroke of the' piston the air inlet valve 71, is unseated and air is drawn through the connection W, into theair-box C. During the instroke of the piston the valve 71, is seated and the air contained in the air-box is compressed therein, and 'when the`piston reaches the limit of its instroke the air port 26, is uncovered and the compressed air is delivered from the air-box C, through the transfer box Y, and air port 26, into the cylinder. This entering air strikes the bal'le surface N, on the front end of the piston,

and is directed thereby toward the combustion chamber end of the cylinder. The initial elect of the entering compressed air is to scavengethe cylinder of the products of combustion of the previously exploded charge, driving the foul gases and other products of combustion out of the cylinder through the exhaust port 27, or such portion of the foul gases and other products of the explosion as may not have exhausted through the exhaust port when the latter is uncovered by the piston in its instroke. This compressed air, thus admitted, also serves the purpose of reducing the temperature of the cylinder and keeping down, to some extent, the heat of the explosion chamber or dome, presently to be described, within which the explosion occurs. When the piston begins to move in its outstroke, it closes the air inlet port 2G, and thereafter, if not simultaneously therewith, closes the exhaust ports; and` during the continuation of its outstrokesf the air remaining within the cylinder is compressed, while a fresh charge of air is being drawn into the airbox for compression on the return stroke of the piston. The air which is compressed within the cylinder during the outstroke of `the piston is designed to combine with the vaporized fuel and the steam generated, as will be hereinafter explained, to form the explosive charge for actuating the piston on its working stroke.

It will be observed that in the construction above described I am enabled to secure the advantage of air compression through the piston action while at the same time eliminating crank case compression common to other engines of this class, and I am thus enabled to employ steam engine construction of the working parts of the engine, and this is a desirable object to be.

attained. It will also be seen that the guide D, forms in effect an extension of the cylinder casing, the cross-head E, working in this guide.

It may sometimes be desired to reduce the compression stroke of the piston, that is, to maintain the 'exhaust opening for an interval of time after the main exhaust ports 27, are closed by the piston in its travel on its outstroke. In order to accomplish this result an auxiliary exhaust port 120, (see Fig. 4) may be employed and located in advance of the exhaust ports 27. The auxiliary exhaust port 120,. may be controlled by an outwardly seating valve 121, mechanically operated in timely cycle of operation from the cam shaft Q, or othera part of the outstroke of the piston. By

this simple arrangement it is possible to re duce the compressing stroke of the piston Without reducing the stroke of the piston under the expanding action of the steam and exploded charge. y

If desired, the engine cylinder B, may be water jacketed in the usual manner as indicatedv at 25.

It is to be understood that While I have shown and described specific constructions and arrangements of the various parts, I desire it to be understood that a Wide range and latitude in the details thereof is contemplated without departure from the spirit of my invention. But

Having now set forth the objects and nature of my invention, and construction embodying the principles thereof, what I claim as ne7 and useful, and as of my own invention, and desire to secure by Letters Patent is 1. In an internal combustion engine, a cylinder and piston, said cylinder having a port opening into the same, a supporting base for the cylinder, said base forming an air-box, said cylinder opening at one end into the air-box, a transfer passage delivering from the air-box to the cylinder port, an air intake connection delivering into said air-box, a valve for controlling said connection, said valve having a stem, a spring acting upon the valve and normally tending to maintain the same seated, said stem provided with a head, a sha-ft having a cam thereon, and coperating With said head to mechanically unseat said valve.

2. In an internal combustion engine of the horizontally operating type, a cylinder and piston, a. casing forming an air box, said box arranged to. one side of the cylinder, the cylinder communicating freely at one end with said box, said box having an intake connection to the outer air, a valve controlling the intake connection, and a transfer connection communicating Withk the air box and delivering to the closed e-nd of the cylinder.

In testimony whereof I have hereunto set my hand in the presence of the subscribing Witnesses, on this 27th day of June A. D., 1911.

GEORGE FREDERICK WHEELER.

Witnesses:

C. H. WARNER, R. E. WATRoUs. 

